Flexible connection for railway locomotives, cars, and other vehicles



Nov. 30 1926.

GAsT FLEXIBLE CONILIECTION FDR RAILWAY LOCOMC TTTVES, CARS, AND OTHER VEHICLES A. P. PRENDER w MN 4 Sheets-Sheet 1.

Filed Sept.

N6v. 30,1926. 7 Q, 7 1,608,668 A. P. PRENDERGAST FLEXIBLE CONNECTION FOR RAILWAY LOCOMOTIVES, CARS, AND OTHER VE QICI EQ Filed Sept. 2, 1925 4 Sheets-Sheet Zlwventoc Nov. 30 1926. 1,608,668

A. P. PRENDERGAST FLEXIBLE CONNECTION FOR RAILWAY LOCOMOTIVES, CARS: AND OTHER VEHICLES Filed Sept. 2. 1925 4 Sheets-Sheet 5 6 fl 24 25 Q 35 s 14 K6 7- 2 I M J 14 a5 fifi' 16 v I Q 7/ 7 l 77 7/ ,13 r

Nov. 30 1926.

A. P. PRENDERGAST FUEXIBLE CONNECTION FOR RAILWAY LOCOMOTIVES, CARS, AND OTHER VEHICLES Filed Sept. 2. 1925 4 Sheets-Sheet 4 v/muw & MI, A

Patented Nov. 30, 1926,

ALOIS P. PRENDERGAST; OF DALLAS, TEXAS.

FLEXIBLE CONNECTION FOB RAILWAY LOCOMOTIVES, CAR-S, AND OTHER VEHICLES.

Application filed September 2, 1925.

This invention relates to flexible connections for spring rigging, brake rigging and the like for railway locomotives, cars or other vehicles; In many such vehicles, and particularly in locomotives and heavycars, the

: weight to be supported on the springs is hung or suspended on the springs by means of connecting elements, and in order to afford a certain amount of yielding action to such c elements and thus prevent distorti on or breaking oisuch elements under if? strains, theyhave been constructed so to be more or less flexible. This flexible urc has been obtained heretofore by ing the connecting element into sections connecting them by means of pivot pins, to the end that one section could have a flexmovement relative to the other section,

In many instances, as for example where enormous weights have to be carried by the as in railway locomotives, the'conpivot pins are subjected to heavy wear and enormous bending and shearing strains which act to distort the pins, thereby disturbing the equalization of the load upon the springs, and in many instances resulting in a breakage of such pins. Vihen these disi'; chances occur it has been found extremely dir'licultto remove the pins and eilect repairs. locomotive has to be sent to the shops for such. repairs, since the engineer on the road has neither tools nor the facilities with which to effect the repairs.

The object of the present invention is to provide a hi hlv flexible connection bet veen the cor brake rods, and other i oi. ears or other vehicles #i shall largely eliminate the injurious due to wear, bending and shearing and which shall be constructed n 1", brcalmge occurs the engineer, :3

ini ile tools which he carries on the inc, can readily disconnect the defective parts on the road and as readily replace new parts.

further object is to provide a much er bearing snrtaceon the parts sup the load, thereby reducing wear to uun, and decreasing the liability to its incident danger to life and rolling stock.

Serial No. 54,112.

Prior to the present invention, many eliorts have been made, and particularly by railway mechanics and engineers, to accomplish the above-mentioned objects, but, so far as I am aware, without success, the pin for pivoting the elements of the connection together being recognized as standard construction at the present time.

With the objects above indicated in view, the present invention consists of a connection between the spring rigging; of a locomotive or other vehicle, and the brake rod or other parts of the structure, which connection is composed of elements united to turn about an axis tranverse to said elements, but with a much larger bearing surface than is al'lorder by a pivot pin, such bearing surfaces being;

composed of complementary, undercut circular surfaces. These undercut surfaces, when the parts are under tension, serve to draw the parts together, whereby spreading of the parts is obviated. Combined with these undercut surfaces are suitable means for preventing; the said surfaces from separating when the parts are under compression, as, for example, when a wheel goes over a switch or other slight elevation that gives the struc ture an upward movement. Such means for preventin separation when the parts are under compression may assume various forms. it may take the term of mere continuations of the undercut surfaces of the aforesaid depressions, so as to cause their engagement at the upper well as the lower part of the connection: there may be pin passing through both for the elements of the connection so located that the tension strains will not be borne by the pin, the same merely havingto resist compression strains; or such pin may be passed tl'iroupjh one elementof the connection with its ends projecting so as to be engaged with the other element when the parts are subjected to compression.

In the preferred form of the invention, when the same applied for example to a locomotive, one section of the connection is hung to the end of the locomotive spring by means of a hanger key passing through the said element and taking bearing in a saddle resting on the end of the spring. Said element, thus connected with the spring, is pro vided with a downwardly depending enlarged head on diametrically opposite sides of which are formed t o circular depressions, with undercut walls, such depressions being so located as to leave a large portion of the metal of the head of said element below said depressions. Coasting with the element thus connected to the spring and provided with the undercut depressions mentioned are a pair of side bars having projecting therefrom at right angles circular bosses with undercut surfaces complementary to the surfaces on the depressions above mentioned.

In order to enable said bosses to enter hev positioned in the depressions formed the springengaging element, the walls of said depressions are cutaway at the side or the top of suflicient width to enable the undercut bosses to be passed through the cutaway channels and enter the depressions. In some cases in order to reduce the width of these entrance channels, the undercut portions of th bosses on the opposite sides thereof are cutaway so as to leave flat sides or faces, the horizontal distance between said flat sides or faces being approximately that of the boss at its smallest diameter. if desired, however, the channels cut through the sides of the depressions may be shaped so as to correspond approximately to the outline of the undercut boss.

hen such cutaway channels in thewalls of the depressions are Iornied on the sides of said depressions, the upper walls of the depressions are engaged by the bosses during compression strains; but when the said cutaway channels are formed on the upper portions of thedepressions, is sometimes found desirable, means are provided for taking the compression strains, such means, as indicated above, preferably being in the form of a pin passing through the element of the connection bearing on the spring and,

when such pin is employed, it may be either coaxial with and pass into or through the the bosses on the side el ments, or it may pass tl'iroug'h the swin -engaging element and have its ends projecting therefrom in a position to ene the boss-bearing side elements and pi t the disengagement of the boss the walls of the undercut de pressions. In some instances, where compression strains are not encountered or where movement due thereto is negligible, the means for receiving the compression strains at the point of connection between the undercut bosses and the depressions entered thereby may be enurely omitted.

The inventive idea is capable or" receiving a variety of expressions, some of which, for the purposeof illustrating the invention, are shown in the accompanying drawings,

but it is to be expressly understood that such drawin s are for illustrative purposes only and are not for the purpose of defining the limits of the invention, reference being had to the appended claims for this purpose.

In said drawings:

Fig. l is a diagrammatic showing of the spring rigging of a locomotive and connections embodying the present invention;

Fig. 1 is a side elevation on an enlarged scale of apart of Fig. 1;

Fig. 2 is a side elevation of a. preferred form of the invention;

Fig. 3 is a front edge view of Fig. 2, with parts thereof shown in section;

Fig. 4 is a side elevation of another embodiment of the invention;

Fig. 5 is a front edge view of Fig. 4, with parts shown in section;

Fig. 6 is a sectional detail on the line 66 of'Fig.

Fi o- 7 is a front edge View, partly in section of a still further modification;

Fin. 8 is a side elevation of yet form. of the invention;

9 is an edge view, partly in section, of Fig. 8; and

' Fig. 10 is a view similar to Fig. 9 of a form without any element to receive com pression strains.

7 Referring to the drawings in which like reference numerals indicate like parts throughout the several views, and lirst to Figs. 1, 1 1 indicates the springs, of any suitable construction, of a locomotive, which spr ngs are carried in the usual manner on spring stirrups 2, 2, supported on the journal box or otherwise. 3, 3 are the equalizers. 5, 5 indicate the connections between the springs and the equalizers or other parts carried thereby, such as the brake rigging or the framework of the locomotive.

The present invention relates more partie ularly to the connections 5 between the springs and other elements of the structure and is designed to produce such connection, with all of the flexibility now obtaining in standard locomotive construction, vhich shall obviate the objections to the wear, shearing and bending strains heretofore encountered with standard flexible connections.

Referring first to Figs. 2 nection, designated as a who e erence numeral 5 in Figs. 1 of several sections or elements, the ripper element 1'' of which carried on th end of the spring 1 ly means of a key-bar 8 passing through an opening 9 in the upper end another e, 1 composed of the section T and resting on a saddl it bearing on'tlie end of the spring 1. Th

upper end of the sec'ion is reduced shown in the drawings, but the lower end is enlarged into a head 7 within the opposite faces of which are formed circular sockets or depressions 11 ll, placed diametrically opposite each other,'whi0l1 depressions have mosses undercut walls 11. On the opposite sides of the element 7 are bars 12, 12 each of which is provided with inwardly extending circular bosses 13 having undercut walls, the angle of such undercut being the same as that of the undercut walls 11 of the do pressions 11 formed in the head 7.

For the purpose of lubrication, oil or grease grooves 1 1, 1% are provided as clear ly illustrated in Figs. 3, and 7. In order to enable the bosses 13 to be placed into co operative relation with the depressions 11, the side wall of saio depressions is cut away as indicated at in Fig. 2, the width of the opening thus afforded being preferably that of the shortest diameter of the bosses 13; that is, the diameter of said bosses at the point where they join the side bars 1.2 and the undercut walls of the bosses 13 are cut off as indicated at 16, 16, so asto form two diametrically opposite flat faces. the diainetrical distance between which is but slightly less than the width of the cut out portion 15 of the walls of the depression 11. By turning the bar 12 to the right (Fig. 2) until it occupies approximately a position at right angles to that shown in said figure, the flat faces 16, 16 of the bosses 13 will lie parallel with the side walls of the openings 15 and the bosses may be withdrawn therefrom, and the reverse of this operation would be followed in inserting the boss into position in the depressions 11. When in. position, referring now to Fig. 3, it will be seen that the tension due to any weight carried by the bars 12 will be exerted against the lower part of the undercut walls of depressions 11, the same being exerted over a very considerable surface, to wit, that extending between the flat faces 16, 16 of the bosses, and that any compression strains whi'ch would tend to lift the bars would be received by the upper portions 17 of the unoercut walls f the depressions 11, and that therefore such compression strains are prevented from disconnecting the bosses from the depressions through the means of said upper portions 17, 17.

The two side bars 12, 12, extending downjward, pass on opposite sides of the locomotive frame 18 (Fig. 3) and have formed on their lower ends bosses corresponding to the bosses 13 formed on the upper ends thereof, which bosses engage undercut surfaces 19 (Figs. 1, 1) on the equalizers when such connections extend to such equalizers. In those cases, however, where the connections extend to and support the frame as shown at the extreme right hand of Figs. 1 and 1", there is provided a block 20 preferably having a fiat upper face and having undercut surfaces as indicated in dotted lines 21 at the extreme right of Figs. 1,1, such undercut surfaces beingco nplementary to the undercut surfaces of the bosses formed on the lowerends of the bars The connection as described trated in Fig. 7.

Referring now to Figs. 4:, and "1', there is here shown a construction of connection in every way identical to that shown in F' 2 and 3 except that the openings in the pressions 11 of the blocl; '7 for adrnittr a the bosses 13 are at the top instead of the side, thus removing the upper walls of the depressions which, in the construction shown in Figs. 2 and 3, resist the compression strains, and means are therefore provided in the construction shown in Figs. 1 and ii for resisting such strains, such means being in the form of a pin preferably divided into two exactly si-inilar parts 22, each of which has a head 22 within a transverse bore 22% formed in the head 7 with a sp 'ing 24: reacting against the heads 22 and acting to press the pins 22 outward into ai-tial o iing's formed in the bosses 13 of the bars The axis of the pin 22 is at the center of tne circular wall 11 of the depressions 11.

With this construction all of the tension strains are taken up between the undercut walls of the depressions and the bosses, while any compression strains are taken by the headed pins 22.

lVhile it is a preferred construction, where a pin is employed, to use that of the character shown in Figs. 41 and 5, wherein the ends of the pin do not project beyond the sides of the bars 12, 12, this is not essential, since the pin may, if desired, be of the forn'rshown in Fig. 7, wherein a headed pin 25 is passed directly through the bosses 13 and through the enlarged head 7 and retained in position by the key 26.

Preferably, a clearance space 22, Fig. 5, or 25, Fig. 7, is provided adjacent the pins 22 of Fig. 5 or 25 of Fig. 7, to the end that any wear between the bosses on the side bars 12 and the undercut surfaces engaged thereby may not result in shearing strains on the pins 22 01 25.

In the construction shown in Figs. 5, (3 and 7, the retaining pin for resisting compression strains passes notonly through the headed part 7. but through the axis of the bosses 13. If desired, however, the pin may pass through the headed part 7 just above the bosses 13 as shown at 27 in F 3 and 9, with its ends projecting above the bosses, but not out beyond the sides of the bars 12, the pin being secured in position by a lock pin 28. It will be observed that in all three of the constructions shown in Figs. 5, 7 and 9, the depressions 11 are open at their top and compression strains are taken not by the upper overhanging walls ofv the depressions," but by a pin which through the head with its end portions in position to resist the compression strains.

ln'some cases where compression strains iii? means for resisting compression strains may be omitted entirely, as shown in Fig. 10.

It will be observed that by the cooperation of the depressions have undercut walls and the bosses having complementary undercut surfaces, all tendency of the bars 12, l2'to spread is thereby counteracted, and that the greater the tension the morefirmly the side bars 12, 12 are restrained from spreading action. Moreover, the surfaces presented to wear are'very much greater than in the case Where a mere pin is passed through the parts, and the injurious action of shearing and bending strains is practically eliminated.

Furthermore, it will be observed that by the use of the present invention, if any part becomes broken upon the road, that part may be quickly and readily removed by the use of simple tools such as an engineer would ordinarily carry with him on the road, and hence additional damage which might result from running the locomotive from the point where the breakage occurred to the shop where repairs could be made is likewise avoided.

l fhile I have herein shown several forms which the invent ve idea may assume, it 1S 7 not to be understood that the invention is limited to such forms, since other modifications of the invention will suggest themselves to those skilled in the art, and it is to be understood that the invention is not limited, therefore, to the forms shown but that the limits thereof are to be ascertained from the appended claims.

What is claimed is 1. In a spring rigging for locomotives, cars and other vehicles, the combination of a spring and a part of the vehicle to be supported thereby with a flexible connection between said spring and part, said connection comprising an element carried by the spring and having oppositely disposed substantially circular depressions with undercut walls, two oppositely disposed depending bars each having a circular boss with undercut walls located in one of said depressions, and flexible connecting means between said bars and the supported part of the vehicle.

In a spring rigging for locomotives, cars and other vehicles, the combination of a spring and a part of the vehicle to be supported thereby with afiexible connection between saidspring and part, said connection comprising an element carried by the spring and having oppositely disposed circular depressions with undercut walls and a channel through said walls, two oppositely disposed depending bars each having a circular boss with undercut walls adapted to entersaid depre i n thro sa d han e s re fl me ses ible connections between said bars and the supported part of the vehicle.

8. In a spring rigging for locomotives, cars and other vehicles, the combination of a spring. and a part of the vehicle tobe supported thereby with a flexible connection between said spring and part, said connection comprising an element carried by the spring and having oppositely disposed circular depressions with undercut walls, two oppositely disposed depending bars each having a circular boss with undercut walls located in one of said depressions whereby tensile strains are resisted by the engagement of the walls of said bosses with those of the depressions, means resisting compression strains on said bars, and connecting means between said bars and the supported part of the vehicle.

4. In a spring rigging for locomotives, cars and other vehicles, the combination of a spring and a part of the vehicle to be supported thereby with a flexible connection.

between said spring and part, said connection comprising an element carried by the spring and having oppositely disposed circular depressions with undercut walls, two opposite disposed depending bars each having a circular boss with undercut walls located in one of said depressions, whereby tensile strains are resisted by the engagement of the walls 01 said bosses with those of the depressions, a pin projecting from said spring carried element and resisting compression strains on said bars, and connecting means between said bars and the supported part of the vehicle.

5. In spring rigging, the combination or" a spring, and a part supported thereby, a flexible connection between said spring and part, said connection comprising elements united by a boss and socket joint with the socket open on one side, and means resisting compression strains imposed on the said elements.

6. In spring rigging, the combination of a spring, a supported part, and a flexible connection between said spring and part, said connection comprising elements. united by a boss and socket joint having complementary undercut engaging walls, a portion of the socket walls being cut away, and means preventing disengagement of said complementary walls under compression strains.

7. In a spring rigging, the combination of a spring, a supported part and a flexible connection between said spring and part, said connection comprising elements united by a boss and socket joint having complementary undercut engaging walls, a portion of the socket walls being cut away, and a pin carried by one of said elements and resisting disengagement of said complementary walls under compression strains.

8. In spring rigging, the combination of ice lit)

a spring, a supported part and a flexible connection between said spring and part, said connection comprising elements united by a boss and socket joint having complementary undercut engaging walls, a portion of the socket walls being cut away, and a pin carried by the soclieted element and axially engaging the boss of the other element whereby disengagement of said complementary walls under compression strains is prevented.

9. In spring rigging, the combination of a spring, a supported part and a flexible connection between said spring and part, said connection comprising an element having a plurality of annular undercut'soclrets on the opposite faces thereof, a plurality of bars each of which is provided with a boss having undercut walls engaging the walls of said sockets, and a pin yieldingly carried by the socket member in the axis oi socket and projecting into and axially engaging said boss, whereby disengagement oi the complementary undercut walls of the boss and socket under compression strains is prevented.

10. In spring rigging, the combination of a spring, a supported part, and a flexible connection between said spring and part, said connection comprising an element having an annular undercut socket on oppositely disposed faces thereof with a portion of said sozket walls cut away, a bar on each side of said el ment, each of said bars having an annular undercut boss entering one of the corresponding sockets, a divided pin carried by the socketed member in the axis of said sockets, each division of the pin projecting into the axis of a boss, and a spring interposed between the two divisions of the pin, whereby said divided pin. prevents disengagement of said complementary walls under compression strains while the parts thereo'l may yield to permit manual disassemblage of the parts.

11,. In spring rigging, the combination of a spring, a oepending element supported on the spring and having on opposite sides thereof upwardly facing undercut walls strucx on the are of a circle, two bars on opposite sides of said element each having a boss struck on the arc of a circle with the same radius as the undercut walls on said first-named element, and pin passing through said first-named element and the bosses of said bars in the axis of said arcs.

12. In a spring rigging for locomotives cars and other vehicles, the combination oi a spring and a part of the vehicle to be supported thereby with a flexible connectlon between said spring and part, said connection comprising an element carried by the spring and having oppositely disposed depressions providing pivotal bearings, two oppositely disposed depending bars each having a protuberance adapted to engage in pivotal relation in said depressions, means for holding said protuberance in pivotal re lation in said depressions and flexible connections between said bars and the supported part of the vehicle.

13. In a spring rigging for locomotives, cars and other vehicles, the combination of a spring and a part of the vehicle to be supported thereby with a flexible connection between said spring and part, said connection comprising an element carried by the spring and having oppositely disposed depressions providing pivotal bearings, two oppositely 13 posed depending bars each. having a PTO tberance adapted to engage in pivotal re lation in said depressions, means for holding said protuberance in pivotal relation n said depressions, ii ble connections between said bars and the supported part out the vehicle whereby tensile strains are resisted by the engagement oi the bars in their pivotal relation with said depression, and means for resisting compression strains on said bars.

14. In a spring rigging for locomotives, cars and other vehicles, the combination oi? a spring and a part of the vehicle to be sup ported thereby with a flexible connection between said spring and part, said connection comprising an element carried by the spring and having oppositely disposed substantially circular depressions with undercut walls, two oppositely disposed depending bars each having a circular boss with undercut walls located in one of said depressions, flexible connecting means between said bars and the supported part of the vehicle, and means for lubricating the bearing surfaces of the depressions and bosses.

15. In a spring rigging :tor locomotives, cars and other vehicles, the combination of a spring and a part of the vehicle to be supported thereby with a flexible connection between said spring and part, said connection comprising an element carried by the spring and having oppositely disposed cir-- cular depressions with undercut walls, two oppositely disposed depending bars each having a circular boss with undercut walls located in one of said depressions whereby tensile strains are resisted by the engagement of the walls of said bosses with those of the depressions, a pin providing means for re sisting compression strains on said bars, and means for lubricating the bearing surfaces of said depressions, bosses and pin.

In testimony whereof I have signed this specification.

ALOIS P. PRENDERGAST. 

